Internal-combustion engine.



D. J. McKlNNON.

INTERNAL COMBUSTION ENGEN'E.

APPLICAHON FILED SEPT-8,191.3.

1,169,662. 3 latentegHi2T1:1 .;3E,T{916. my Z & L Fwd WiEneSses;

D. J, McKINNUN.

1,169,662. Patented Jan. 25, 1916 2 SHEETS-SHEET 2. 1 6 y 6.

IF. m

UNITED STATES PATENT OFFIE DONALD J. MGKINTNON, OF TORONTO. ONTARIO,GfiNADA, ASSIGNDR TO PACKARD MOTOR CAB COMIANY, OF DETBGIT, MECHIGAFF, AOURPGRATION 0F MIQHIGAN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters latent.

Patented Jan. 25, 1 916.

Original application filed October 16, 1909, Serial No. 522,808. Dividedand this application filedsentcmner B, 1913. Serial No. 788,693.

To all whom it may concern:

Be it known that I, DONALD J. MCKIN- NON, u subject of the King of GroutBrit aim, and resident of Toronto, Ontario, Unn- Z1(l21,lli!\" inventedcertain new and useful Improvements in Internal Comlmstion Engines, ofwhich the vfollowing is n specifics tion.

My invention relates to improvements in internal combustion engines, andthis application is a divison of my application, Serial No. 522,909,filed October 16, 1905).

One of the objects of the invention clninied in this application is toprovide on internal combustion engine of simple and, inexpensive butstrong and lililljlfi constructimi, anti in which sleeve valves are soarranged that they have extended bearing surtoccs and are kept fromheating, can be readily lubricotecl and easily repaired, and; thefriction and Wear on the valves and their seats are reduced to a minimumand the engine is rendered more nearly silent in operm tion. Theseobjects are attained by the embodiment oi the invention. herein shownand described, and in which the annular ulve chuinber is :irrm'igedentirely above the travel of the engine piston, is of smaller diameterthan would be possible with such it chamber surrounding the pistonportion of the cylinder, and surrounds the cylindrical head portion ofthe cylinder, the letter cc-- iug Witter jacketed and entirely cuttingoil the valve chamber from the interior of the cylinder except throughthe inlet and ex haust and balancing ports.

The imprm'enients are herein described and illustrated in the drawingsas applied to an engine of the four cycle type, but the iinl'n'ovculenlsare not necessarily restricted in application to this type of engine.

In the drawings, lfiguro 1 is :1 transverse sectional elevation of oninternal comlnistion engine en'ibotlying the invention. Fig. is a.longitudinal sectional elevation the not. Fig. 3 is a cross-section ofthe mini .Mtnm

chamber and valve on line 8 3, Fig. I. Fig. l n cross set-tum thereof onhue i i Fig. 2. Fig. 5 is u, cross-section showing :1 valve of slightlymodified construction.

shown in Fig. 6, showing the valve and gear formed in one piece.

Like reference characters refer to like ['Jtli'oS in the severalfigures.

A. represents the cylinder, the piston, (.1 the crank shaft, c thepitniun connecting the piston anti crank shaft, and l) the crankchamber, of n founcycle internal combustion engine. These parts, withthe exception of the cylinder, may be of any usual or suitableconstrnction.

The cylinder A comprises a piston portion. forming n piston clmmber a.in which the piston B reciprocutcs, and two cylindrical portionsarranged concentrically above the piston portion, the inner cylin-(int-s1 portion H constituting the cylinclcr head and preferably beingprovided with the combustion or compression chamber which is shown asrelatively long and of smaller diameter than the piston chamber and aslocated axially in line therewith. Said piston and inner portions arepreferably water-jacketed as shown in the drawings and the inner portionhas an integral ilhl Wall, also Water-jacketed, and provided with aspark plug opening H in the center thereof. The outer portion H of theseconcentric cylindrical portions may be stiitionnriiv secured on thepiston portion in :my suitable manner, for instance, this iouter portionor cosin and the piston portion are provided with abutting annularflanges h which are secured together by bolts or other fastenings. Theconcentric cylindrical portions H and H are separated from each other toform an annular valve chamber thcrebetween, the portion H being providedwith inlet and exhaust ports 1'1 and F, and the portion H with ports Eand F which cooperate, respectively. with ports E and F. The portion His provided ith nipples or fittings h and It which form continimtionsrespectively of the ports E on F, for the attachment of suitable pipesfor supplving the fuel to the cylinder and Cm! log off the exhaustgases.

As shown in the drawings the annular al e rhmnber is located entiretyabove the piston portion of the cylinder or ubove the tra el of thepiston and within said outer concentric portion H of the cylimler. Bythis arrangement of the valve chamber the outer diameter of the portionll may be such that there is no substantial increase in the over-alldiameter of a single cylinder or no increase in the length of a multiple0 linder engine due to the valve mechanism t ereof. At the same time itis possible to have the sleeve valve of proper proportions to providegood 'port sizes and as shown in the drawings the inner diameter of thevalve chamber or the outer wall of the head portion H is contractedsomewhat relative to the corresponding outer wall of the piston portionand is made only slightly greater than the bore of the piston portion,the proportions of the compression space and of the water jacket of theportion H being ample.

Arranged in the annular valve chamber, above described, and fitting theexterior of the inner cylindrical or head portion H is a cylindrical orsleeve valve G which is provided with one or more ports 9 adapted toregister in succession with the inlet and exhaust ports E, E, F, F,above described, in such manner as to admit the fuel to, and exhaust theburnt gases from, the cylinder at the proper times with relation to thestrokes of the piston.

In the construction shown in Figs. 14, the inlet and exhaust ports E andF are located with their centers in the same plane and at a distancesomewhat greater than ninety degrees apart, and the valve is providedwith a single port 9. Also in this construction the valve rotatescontinuously and as the engine iilustrated is of the fourcycle type thevalve is rotated by mechanism of any suitable construction, whichrevolves it once during every two revolutions of the crank shaft, orfour strokes of the piston. The valve could, however, be made with twoor more ports, provided it is ro tated so as to properly time theadmission and exhaust. For instance, in the construction shown in Fig.5, the valve G is pro vided with two diametrically opposite ports 9 andis revolved once during every four revolutions of the crank shaft.

The valve G preferably has an end plate or wall with a central holewhich is 10111- naled to rotate on a hollow cylindrical boss or studwhich projects centrally from the integral end wall of the inner or headportion H. The opening through this boss or stud forms a continuation ofthe spark plug opening H The joints between the sleeve valve G and theconcentric cylim 'ical portions H and H can be packed in .ny suitablewav to prevent leakage of the gases from the ports between these part Asshown, packing rings 2' are provided ietween the valve and the portion Hin grooy es in the outer face of said portion surrounding the inlet andexhaust ports E and F, and other packing rings 6 and 2- are provided atthe lower end of the valve.

The valve is rotated by suitable mechanism which, in the single-cylinderengine shown in Figs. 1-4, consists of a shaft K journaled in hearingson the crank chamber D and the cylinder portion H and driven b bevelgear wheels is from the crank shaft g and provided at one end with agear pinion [c which meshes with a gear wheel k which is secured to orformed integral with the end of the valve. In Figs. 1 and 2 the gearwheel in is removably secured to the valve G as by the bolts shown,while in Fig. 7 the gear wheel is an integral part of the valve.

L represents a flanged cover or end plate which is secured on the hollowstud g by a washer and nut l which is screwed on the threaded extremityof the stud. This cover incloses and protects the gear wheels k and kand also serves in the construction shown to secure the valve on thestud 9 Fig. 6 shows a valve rotating mechanism of difierent constructionapplied to a multiple cylinder engine. The valves are constructed andarranged at the ends of the cylinders A in the manner explained above,but the valves are provided with worm wheels m which mesh with worms mon a shaft M which is journaled in suitable bearing's on the outerportions H of the cylinders parallel with the crank shaft, the wormshaft being driven by a silent chain N, passing around chain wheels n non the crank shaft and Worm shaft. Any other suitable mechanism fordriving the valves, either in a single or a multiple cylinder engine,could be employed.

As the interior surface of the sleeve valve is exposed at the inlet andexhaust ports E and F to the pressure in the combustion chamber duringthe compression and power strokes of the piston, and as these ports arenot opposite to each other, the pressure on the valve will be unbalancedunless provision is made to prevent this. The valve is preferablybalanced by providing blind ports 0 in the inner cylindrical portion Hwhich ports are located at opposite sides of the plane of the inletandexhaust ports and diametrically opposite to a line substantiallymidway between the inlet and exhaust ports. These blind ports are madeof suitable size for the pressure acting through them on the valve tosubstantially balance the pressure acting on the valve through the inletand exhaust ports.

By the described construction and arrangement, the valve is locatedoutside of the jacketed combustion chamber where it is kept at asubstantially constant low temperature by the cooling fluid of thejacket, which simplifies the problem of keeping the valve thoroughlylubricated and reduces the possibility of trouble due to difi erences inp the expansion of different portions thereof.

The-valve is also easy of access for repairing it and as it is balancedand rotates continuously in the same direction on the extended bearingsurface afforded by the external face of the inner cylindrical portionH, the friction and wear are reduced to a minimum and the valve ispractically noiseless in operation.

Having described my invention what I claim and desire to secure byLetters-Patent 1s,

1. In a multiple cylinder internal combustion engine, the combination ofa plurality of cylinders side by side, a rotary valve in each of saidcylinders and having worm gear teeth formed on its periphery andintegral therewith, a valve operating shaft arranged longitudinally oftheengine parallel with the engine crank shaft and having worms in meshwith said Worm gear teeth and adapted to rotate the several valvessimultaneously, bearing for said shaft in an upward extension of saidcylinders and positive driving connections from the engine crank shaftto said valve shaft.

2. In an internal combustion engine, the combination of a cylinderhaving spaced inner and outer walls forming an annular valve chamber, arotary sleeve valve in said chamber and having gear teeth formed on itsperiphery thereof and integral therewith and positive drivingconnections from the engine crank shaft to said gear teeth.

3. In an internal combustion engine, the combination of a cylinderhaving inner and outer walls forming an annular valve chamher, a rotarysleeve valve in said chamber having worm gear teeth on its periphery atone end thereof, a valve operating shaft arranged parallel with theengine crank shaft and having Worms in mesh with the said teeth,bearings for said shaft in an upward extension of said cylinder andpositive driving connections from the engine crank shaft to said valveshaft.

4. In a multiple cylinder internal combustion engine, the combination ofa plurality of cylinders side by side, a rotary valve in each of saidcylinders and having worm gear teeth directly thereon, a valve operatingshaft arranged longitudinally of the engine parallel with the enginecrank shaft and having worms in mesh with said worm gear teeth andadapted to rotate the several valves simultaneously, bearings for saidshaft in an upward extension of said cylinders, chain wheels arranged onthe engine crank shaft and said valve shaft respectively, at the flywheel end of the engine,

and chain connections between said chain wheels for driving the valveshaft from the crank shaft.

In testimony whereof I aifix my signature in presence of two Witnesses.

J. Eow. MAYBEE, E. P. HALL.

ing it and as it is balanced and rotates continuously in the samedirection on the ex-' tended bearing surface afforded by the externalface of the inner cylindrical portion H, the friction and wear arereduced to a minimum and the valve is practically noiseless inoperation.-

Having described my invention what I claim and desire to secure byLetters-Patent is,

1. In a multiple cylinder internal com bustion engine, the combinationof a plurality of cylinders side by side, a rotary valve in each of saidcylinders and having worm gear teeth formed on its periphery andintegral therewith, a valve operating shaft arranged longitudinallyofthe engine parallel with the engine crank shaft and having worms 'inmesh with said Worm gear teeth and adapted to rotate the several valvessimultaneously, bearing for said shaft in an I upward extension of saidcylinders and pos- Corrections in Letters Patent No. 1,169,662-

itive driving connections from the engine crank shaft to said valveshaft.

2. In an internal combustion engine, the combination of a cylinderhaving spaced inner and outer walls forming an annular valve chamber, arotary sleeve valve in said chamber-and having gear teeth formed on itsperiphery thereof and integral. therewith and positive drivingconnections from the engine crank shaft to said gear teeth.

3. In an internal combustion engine, the combination of a cylinderhaving inner and Patent Offiee;

outer walls forming an annular valve chamber, a rotary sleeve valve insaid chamber having worm gear teeth on its periphery at and havingWorms-in mesh with said worm" gear teeth and adapted to rotate theseveral valves simultaneously, bearings for said shaft in anupward'extensionof said cylinders, chain wheels arranged on the enginecrank shaft and said valve shaft respectively, at the fiy wheel end ofthe engine,

wheels for driving the valve shaft from the crank shaft.

In testimony whereof I aflix my signature in presence of two witnesses.

DONALD J. MoKINNON.

, Witnesses:

J. Eow. MAYBEE, E. P. HALL.

It is hereby certified that in Letters Patent No. 1,169,662, grantedJanuary 25,1916, upon the application of Donald. J. McKinnon, ofToronto, Ontario, Canada, for an improvement in internal-CombustionEngines, errors appear in the printed specification requiring correctionas follows: Page 3, line 21, claim 1, for the word bearing readbeaflngsj'same page, line 30, claim 2, for the word "its read the; andthat the said Letters Patent should be read with these correctionstherein that the same may conform to the record of the case in theSigned and sealed this 22d day of February, A. D., 1916.

R. F. WHITEHEAD,

Acting Commissioner of Patents.

and chain connections between said chain Corrections in Letters PatentNo. 1.1 69,662

It is hereby certified that in Letters Patent No. 1,169,662, grantedJanuary I 25, 1916, upon the application of Donald J. McKinnon, ofToronto, Ontario,

Canada, for an improvement in Internal-Combustion Engines," errorsappear in the printed specification requiring correction as follows:Page 3, line 21, claim 1, for the word bearing read bearings,- samepage, line 30, claim 2, for the word its" read the; and that the saidLetters Patent should be read with these corrections therein that thesame may conform to the record of the ease in the Patent Oflice.

Signed and sealed this 22d day of February, A. D., 1916.

[SEAL] R. F. WHITEH RAIL Acting Commissioner of Patents. Cl. 123-59.

